Block-signal system



4(No Model.)

J. B. DONBAVAND. BLOCK SIGNAL SYSTEM.

No. 569,551. Patented Oct. 13, 1896.-

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BLOCK SIGNAL SYSTEM. l No. 559,551 w Patented 055. 13, 1896.

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(No Haagh) J. E. DONBAVAND. BLOGK SIGNAL SYSTEM.

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Patented Oct. 13, 1896.

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J.B.D0NBAVAND; BLOCK SIGNAL SYSTEM.

Patented Oct. 13, 1896.

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J/E. DONBAVAND. BLOCK SIGNAL SYSTEM.

Patented Oct. 13, 1896.

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JOSEPH EDIVARD DONBAVAND, OF MILLVILLE, NEW JERSEY.

BLOCK-SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 569,551, dated October 13, 1896. Application filed November 23, 1894. Serial No. 529,716. (No model.)

To (all whom, t 71u14/ concer/2,:

Be it known that I, JOSEPH EDWARD DoN- BAvAND, of Millville, in the county of Cumberland and State of New Jersey, have invented a newand Improved Block-Signal System, of which the followingis a full, clear, and exact description.

This invention relates to that class of elec tric block-signal systems for railways wherein the track or line of railway is divided into blocks, the rails of each block heilig employed as a block or track circuit which is provided at one end with a generator and at the other end with one of a series of relays, whereby signal-circuits independent of the block or track circuits and including signaling devices are opened and closed to operate said signaling devices. In systems of this character it is customary to employ two sets or series of signaling mechanisms, a caution-signal and a danger-signal, each having an actuatingcircuit in each block, and said signaling mechanisms are commonly mounted on one post, the danger-signal above and the caution-signal below, the danger-signal circuit extending from end to end of the block at the entrance of which it is located andthe cautionsignal circuit extending along the length of the block at the entrance to which it is located and also along the length of the succeeding block and being controlled by the main or danger signal circuit in such a way that the caution-signal circuit is held broken, and the signaling mechanism is held to indicate caution until after the danger-signal circuit-s of each of the twoY blocks included in the caution-signal circuit are closed and the dan ger-signaling mechanism thereof set to indicate safety In carrying out my invention I employ in connection with the danger and caution signal circuits above described auxiliary signal-circuits and signaling mechanisms which may be located at various points in the blocks, said auxiliary signaling mechanisms being adapted to be actuated by a train in the rear of the point at which the signaling mechanism is located, so as to indicate the approach of a train. In this way it will be seen that my invention is adapted for employment upon both single and multiple track roads.

The invention also contemplates certain improvements in signaling mechanisms as well as in the arrangement of the several circuits whereby the system is rendered more simple, inexpensive, and positive in operation, all as will be hereinafter more fully set forth.

The novel features of the invention will be carefully defined in the claims.

Reference is to be had to the accompanying drawings, formingapart of this speciiication, in which similar iigures of reference indicate corresponding parts in all the views.

Figure 1 is a diagram of the track-circuits of a double-track road. Fig. 2 is a diagrammatic view illustrating a series of blocks and the connections of the semaphore-operating mechanism. Fig. 3 is a broken enlarged side elevation of one of the signal-posts, the semaphore-arms7 and the mechanism for operating the same, the view showing also the electrical circuits and illustrating the upper or danger semaphore in a position of safety and the lower semaphore in a position of caution. Fig. i is a detail sectional view of one of the segmental gears of the semaphore-arms, and shows the knife-edge bearing of the semaphore. Fig. 5 is a detail view of one of the switches used in cutting out one motor and closing the circuit through the mechanism working the caution-semaphore. Fig. 6 is'an enlarged detail side elevation, partly in section, of the mechanism for operating the semaphore-arms. Fig. 7 is a broken detail elevation, partly in section and at right angles to the view shown in Fig. 6, illustrating the mechanism for working a semaphore-arm. Fig. 8 is a broken sectional plan showing the manner in which the yoke carrying the screw which meshes with the segmental gear is hung. Figs. 9 and l0 are diagraphic views showing the application of the block system to a single-track road. Fig. 11 is a view similar to Figs. 9 and lO, showing a modified arrangement of the system applied to a single-track road and showin the switch device employed at the siding for grounding the danger-signal circuit. Fig. 12 is a diagram showing the track-circuit employed in the arrangement shown in Figs. 9 and 10, and Fig. 13 is a similar View showing the track-circuits and siding employed in the arrangement shown in Fig. 11. Fig. 14 is a detail View of a switch in normal position. Fig. 15 is a View of the IOO same switch with the current shunted. Fig. 1G is a detail view of a modified form of relay used in a single-track system. Figs. 17 and 18 are details of the air-brake attachment by which the brakes are thrown on in case of carelessness of the engineer, and Figs. 19 and 20 are views showing a modification of circuit by which the signals are set more than a block ahead.

In carrying out my system on a doubletrack road the track-rails are arranged in blocks, as shown in Figs. 1 and 2, the rails being bonded together, and the blocks are insulated from each other, as shown at 11, and near one end of each block are magnets 12 and 13, which form parts of relays, as hereinafter described, and which are in circuit with the rails of the block, each block being connected with a battery A or other source of electric supply, and from the battery a wire d leads to one rail, from which a wire d' leads to the magnets 12 and 13 and to the opposite rail, which also connects with the battery by a return-wire CL2. The magnets 12 and 13 are thus constantly energized, so as to hold their armatures against them, as hereinafter described, except when a train or other obstruction (indicated by the truck 14 in Fig. l) is on the block, in which case the magnets are short-circuited, the current passing through the truck or train, and the magnets being thus denergized drop their armatures, so as to close certain circuits, as hereinafter more particularly specified.

` and to the other a segmental gear My system employs the ordinary semaphoreposts 15,which are arranged at suitable points, one for each block, and the post is provided with semaphore-arms 16 and 17, arranged one above the other, the form er being colored red and adapted to indicate danger when raised to a horizontal position, and the latter being colored green and adapted when raised to a horizontal position to indicate cautionthat is, that there is a train on the second block ahead. The semaphore-arms have the usual holes 17 in their shorter ends covered by colored-glass plates, which are adapted to swing opposite the lanterns 17b on the posts 15.

The semaphore-arms 16 and 17 are hung in an exactly similar way and operated by similar mechanism, so that but one set of the mechanism will be described. The semaphore-arm has a reduced shaft or knife-edge 18, which extends through the post and rests in a V-shaped notch 19 (see Fig. 4)'of the bearing 20, which is incased in a tube 21 extending through the arm. To one end of the shaft 18 is secured the semaphore-arm 22, which is hung in such a way (see Fig. 3) that it serves as a counterbalance and normally throws the semaphore to a horizontal position.

The segmental gear 22 is provided on its curved edge with a concaved toothed section 23, which is adapted to engage the screw 24 on the shaft 25, which shaft is journaled in suitable bearings 26 on a yoke 27, which extends across the post 15, as shown in Fig. 6, and is at one end journaled in a bracket 28, (see Fig. 8,) so that the yoke may be dropped to bring the screw 24 out of mesh with the gear 22 or may be raised, so that the two will mesh.

On one end of the shaft is a gear-wheel 29, which meshes with a pinion 30 on a motor 31, and this may be of any approved type and is secured to the post 15, as shown in Figs. 3 and G. The yoke 27 has at its free end an arm 32, on which is an armature 33, which is arranged beneath the magnets 34, (see Fig. 7,) and when the magnets are energized they lift the armature and yoke, so as to bring the screw into engagement with the gear 22, but when the magnets are denergized they drop the yoke, so as to release the screw.

The segmental gear is provided with a spring-stop at the top, so that when it drops it will not stop too suddenly, and this device has a barrel 35, which is secured to a ledge 22 ont-he upper edge of the gear 22, and the spring-barrel is provided with a suitable cap 36, through which slides the rod 37, and this extends downward through the barrel and through the ledge 22, being pressed normally downward by a spring 38, which is arranged within the barrel 35 and presses against a flange 39 on the rod or piston 37. When the gear swings down, the end of the rod or piston strikes the lug 40 on the post 15, (see Fig. 7,) and the spring 38 absorbs the shock.

The current to the motor 31 is controlled by a switch 41, while a circuit closer orswitch 41, of similar construction, controls the current to the motor of the caution-signal, (see Fig. 3,) these switches being both automatically operated by the gear 22 of the upper or danger semaphore-arm 16, and each switch has oppositely-arranged conducting-arms 42 and 43, one carrying at its free end a screw 44 and the other a Contact 45,which is adapted to strike the screw. The arm 43 has on its back side a boss 46, which extends into the path of an elongated lug 47 on the gear 22, and thus when the gear is turned down, as hereinafter described, the lug 47 presses the contact 45 against the screw 44 and so cuts out the motor. This will be understood clearly from the description to follow and also by reference to Fig. 5, which shows the arm 42 connected with a wire b3, leading from a source of electric supply, and with a wire b4, leading to the motor, this being the normal course of the circuit; but when the segmental gear is turned to turn down the semaphorearm the lug 47 strikes the boss 45 and presses the contact 45 against the screw 44, and the current then follows the course of least resistance and passes through the arm 43 and the wire b to the ground. This construction will be described more in detail hereinafter.

The segmental gear 22 has also on its side and near its periphery a rib 48, which is parallel with the curved edge ofthe gear and is adapted to engage a pawl 49 on the yoke 27,

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and ordinarily the pawl is above and out of contact with the rib, as shown in Fig. 7; but in case the circuit is momentarily broken while the gear 22 is being turned the yoke 27 drops and the pawl 49 engages the rib 4S and prevents the screw 24 from engaging the toothed edge 23 of the gear until the arm 16 has turned back to a horizontal position and the pawlhas slipped o the end of the rib 4S, this arrangement preventing the screw 24 and gear 22 from engaging while the semaphore is swinging to danger.

The operating mechanism of the semaphore-armsis in cased by a suitable casin g 50, as shown in Fig. 7.

The current through the motors is controlled by relays 51 and 52, which comprise the magnets 12 and 13,already referred to, and their armatures and contact-screws. Each relay 51 has a swinging double armature composed of upper and lower plates 53 and 54, which are separated by insulating material 55, and the armature swings between the contact-screws 56 and 57. The relay 52 has a swinging armature 5S,which vibrates between a stop 59 and a contact-screw 60.

The relays and semaphore-operating mechanism are shown connected with batteries, but it will be understood that feed-wires connecting with dynamos or any suitable source of electric supply may be used. The double armatures of the relay 51 are in circuit with a battery B, there being one battery for each relay, and the battery connects by a wire b with the ground and by a wire b' with the contact-screw 57, which is adapted to contact with the plate 54 of the armature when the latter is dropped, and this plate connects by a wire b2 with the contact-screw 56 of the next block ahead. The contact-screw 56 contacts with the upper plate 53 of the armature, and this plate also connects by a wire b3 with the magnet 34 of the danger-semaphore and with the plate 42 of the switch 41, while the wire b4 connects the same plate of the switch with the motor 31, and a wire b5 leads from the motor to the ground. The plate 43 of the switch is also provided with a ground connection through a wire h6. It will be seen, therefore, that when a train enters block 1 it short-circuits the block and cuts out the magnets 12 and 13 and permits their armatures to drop, and the current then passes from the battery B, through the wire b, the contactscrew 57 of the block on which the train is located, the plate 54 of the relay 51, the wire b2, the contact-screw 56 of the next block ahead, the wire b of block 2, the magnet 34 of block 2, the switch-arm 42, the wire b4, the motor 31, and the wire b5 to the ground, and the circuit thus closed causes the magnet 34 of block 2 to lift the yoke 27 and throw the screw 24 into engagement with the gear-wheel 22, while at the same time the motor is started and the gear turned so as to turn down the danger-semaphore arm 16 to a position of safety7 lf, however, there should be a train on block 2, Vthe signal-arm will remain at danger,7 because the armature of block 2 will be dropped and therefore the circuit cannot be closed.

As the motor turns the gear 22 it brings the rib 47 into contact with the boss 46 of the switch 41, thus pressing the two arms 42 and 43 into electrical contact, and the motor is then cut out and the current passes through the wire h6 to the ground, but the magnet 34 is left in circuit, so that the yoke 27 is held up and the screw 24 is in engagement with the gear 422, and thegear is therefore prevented from swinging and the arm 16 is, held in a safety position. The rib 47 also engages the boss 46 of the second switch 41"L and closes the circuit through the motor of the caution-arm 17, this circuit being in connection with a battery C, there being one for each signal, and the battery has one Wire c connecting with the ground and another wire e with the armature 58 of the adjacent relay 52, from the contact-screw 60 of which leads a wire c2 to the arm 42 of the switch 41a, and from the opposite arm 43 of this switch leads a wire c3 to the magnet 34 and switch 41 of the motor of the arm 17, this switch 41 of the lower gear 22 being operated and connected exactly like the switch 41, already described, and serving to control the motor.

lVhen an engine operates block 1, it shortcircuits the relays of that block, as already described, permitting the armatures of said relays to drop, and the relay 5l, being thus actuated, closes the circuit through the motor of the semaphore-arm 16, the head of the engine thus causing the motor to turn the danger-arm down to a position of safety, as shown in Fig. 2, and as the gear 22 turns down it closes the circuit from the battery C through the motor of the caution-arm 17, the circuit being from the battery C of the second block ahead, through the wire c', the armature 58, the contact-screw 60, the Wire c2, the switch 41, the wire C3, the magnet 34 of the arm 17, the wire b4, the motor, and the Wire b5 to the ground. lf, however, an engine should be on the second block ahead, as shown in Fig. 2, the caution-arm will not be moved, because the armature 5S will be short-circuited and dropped, thereby breaking the circuit of the lower motor. When the engine passes on to the second block, the armatures of the relays 51 and 52 are again raised and the circuits through the motors and magnets just passed are broken, whereupon the yokes 27 are dropped, thus releasing the screws 24 from the gear-wheels 22, and these being set free swing the semaphore-arms 16 and 17 to positions of dang-for.77

The application of my improved signal system to a single-track railwayis illustrated in Figs. 9 and 10. In this form of the invention the caution-signals are dispensed with and several sets of danger-signals are employed for trains passing in opposite directions along the railway, said sets of danger-signals being IOO IIO

actuated, respectively, by signal-circuits extending diierent distances along the line of railway in such a way as to give the dangersignal to trains running in opposite directions along the track and approaching one another at a time when said trains are sufficiently far a-part to permit of their being stopped before a collision occurs. By this arrangement the blocks may be of any desired length and the track may be utilized to its fullest capacity without danger of collisions. In this form of the invention also one set of danger-signals, hereinafter termed the auxiliary dangersignals, are placed between the other danger-signals, which are usually located at the ends of the block, the auxiliary danger-signals being in such a case placed in the block at any desired distance from the main danger-signals.

For convenience of description let it be premised that the line of railway provided with my improved system extends east and west. In this case the signal devices employed for giving dan ger-signals to west-bonn( trains or trains passing` along the track in the direction of the arrow fest77 may be denominated the west-bound danger-signals, and the signals employed for giving warning to east-bonn( trains or trains passing along the track in the direction of the arrow East may be denominated east-bound dangersignals.

In Figs. 9 and 10 I have shown three blocks of the railway marked, respectively, I, II, and III, and each block is provided at its eastern end with a post 15, whereon are mounted two danger-arms 16a and 16h, adapted to be worked by motors 31 in a manner similar to the signal-arms employed in the double-track system above described. The si guai-arms 16L will be hereinafter denominated the eastbount signals and the signal-arms 161) will be denominated the west-bound signals. Each block I, II, and III has a track-circuit (similar to the track-circuit employed in the double-track system) including three relays 62, 63, and 64, the relay 62 being provided with three armatures 1, 2, and 3, having contact-points 1, 2, and 3, the relay G3 being provided with two armatures 4 and 5, having contact-points et and 5, and the relay G4 being provided with one armature 6, having a contact-point (il. The relay 62 is arranged at the western end of the block, the relay 63 arranged about midway of the length of the block, and the relay 64 is arranged about three-quarters of the length of the block distant from the relay 62. The batteries of the trackcircuits are arranged at the eastern ends `of the blocks, whereby it will be seen that a west-bound train entering the block at the eastern end and passing the battery of the track-circuit of that block will at once cut out or denergize all of the relays of that particular circuit, so as to permit their armaturelevers to drop, while an east -bound train entering a block at the western end thereof will denergize the several relays successively as it passes them, beginning with relay 62 and ending with relay 611.

There are three different signal-circuits employed in the sin gle-track system, and either one or two batteries may be employed in each circuit, as may be desirable or necessary. As shown herein, two batteries are employed in each of the main east-bound and westbound signal-circuits, one battery at each end of each circuit, and in the circuit of the auxiliary signal but one battery is employed.V

The main westbound signal-circuit includes the ground-wire d, leading to the battery D, whence the current flows through the wire d to the armature-lever 5 and contactpoint 5 of relay 63 of one block, say block I, for example, through the wire d2 to the armature-lever 2 and contact-point 2 of the relay 62 at block II, thence by wire d3 back to and through the motor 31 of the west-bound signal at the eastern end of block II and to armature-lever 1 and contact-point 1n of relay 62 of block III, whence the current passes through wire d* to battery D' and to groundwire d5. The relay (52 being located at the western end of block III and the relay 63 being located at about the middle of block I, it will be seen that the west-bound signal-circuit extends along one and one-halfy blocks. This westbound circuit is normally open, being broken at the armature 1 of relay 62, whereby the west-bound signalis maintained at danger at all times, except when the west-bound engine in passing relay 62 at west end of block III drops said armature and closes the circuit, thus causing the westbound signal, said circuit being otherwise` closed, to return to safety.

The main eastbound signalcircuit includes the ground-wire e, battery E, wire c', leading to the armature-lever 4 of relay 63 of one block, sayblock I, for example,whence the current viiows to contact-point al, through wire e2, and through the motor 31 of the eastbound signal at the eastern end of block I to armature-lever 3 and contact-point 3 of relay 62 at the west end of block II, and thence through a wire e3 to the wire d, leading to the battery D and ground-wire d5. Thus it will be seen that in reality the east-bound circuit extends along only one-half of a block, but the east-bound signal being located at the eastern end of one block and its circuit being controlled by the relay 62 at the west end of the block adjoining, and said relay 62 being arranged in such a way as to be controlled by the entry of a train at the eastern end of the block wherein it is located, it follows that the east-bound signal is controlled by a west-bound train when one block distant from said signal. This east-bound circuit is normally open, being broken at the armature 4L, and consequently the east-bound signal is maintained at danger at all times, except when the east-bound train entering the block preceding drops the said armature IOO IOS

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and permits said signal, the circuit being otherwise closed, to return to safety The auxiliary dangersignal circuit includes the ground-wire f, leading to the armature-lever G and contact-point 6 of relay GI, located one-quarter of the length of a block from the eastern end thereof or adjacent to the post (il, whence the current flows by wiref' to the motor 8l of the auxiliary signal 16C at that post 6l, through a wire f2 to the switch 4l, (similar to the switches above described and used in the double-track system,) said switch being located at post l5 at the eastern end of the block and being controlled by the east-bound signal I6 at that post. Thence the current flows by a wire f3 to a battery F and thence to a groundwire f4. Thus it will be seen that the auxiliary danger signal circuit extends along one-quarter of a block, and being controlled by the east-bound danger-signal circuit may be said to form a part or continuation thereof, whereby the said east-bo und signal-circuit is carried one-quarter of a block farther and its auxiliary danger-signal is controlled by the west-bound train when said train is one and o ne -quarter blocks distant from said auxiliary signal. This auxiliary signal-circuit is normally open, being broken at switch 4I, and consequently the auxiliary signal is maintained at all times at danger, except when the east-bound train having passed relay 63 sets the east-bound signal to safety, so as to close the auxiliary signal-circuit at switch 4I,

For convenience in following the operation of the signal devices and their several connections I have lettered the posts l5 and 0l, beginning at the left in Figs. O and l0, from A' to AT. Then an east-bound train (indicated by E in Fig. l0) enters block I from the left, or west end of said block, the armatures I, 2, and 3 of relay G2 at that end of the block are dropped, so that the connection is broken between the armatures 2 and 3 and theircontact-points 2 and 3 and a connection is established between the armature l and its contact-point l, The dropping of the armature I produces no useful effect when accomplished by an east-bound train, but the dropping of the armature 3 breaks the east-bound signal-circuit of the block to the left of block I and causes the east-bound signal lGfL at post A' to turn to danger, as indicated in Fig. IO, so that another east-bound train following train E will receive the danger-signal and be stopped.

The armature-lever 2 and its contact-point 211 are, as above stated, comprised in the main west-bound danger-signal circuit, and consequently when said armature-lever 2 is dropped at relay 62, block I, by the eastbound train E the said west-bound signal-circuit is broken at that point, so that no current can iiow through the same until the train E has passed completely off the block I. A west-bound train E entering block III atthe east end of said block at once' demagnetizes all of the relays 62, 63, and 64 of block III, so as to drop the several armatures l, 2, 3, et, 5, and 6 simultaneously, as indicated in Fig. 10. The dropping of the armature l closes the west-bound signal-circuit between the said armature and its contact I, and there being no train on block II and the armature 2 ofthe relay (S2 of said block being in contact with the contact-point 2 thereof this west-bound circuit is also closed at that point, and in like manner the east-bound engine E not having passed the relay 63 of block I the armature 5 of said relay is still in contact with the contact-point 5, so that the westbound signal-circuit is also closed at this point. This being the case the said westbound circuit is complete and the current flows through the same, so as to set the westbound signal at post A5 at the eastern end of block II to safety. If the train E reaches said post A5 before the train E reaches relay 63 of block I, the west-bound train E may enter block II, and will receive no further signal until it has reached the post A3 at the east end of block I. The east-bound train E running along block I passes relay G3 and 4breaks the circuit of the west-bound signal IGb at post A5, so that the said west-bound signal swings to danger, and this may take place at the instant the west-bound train passes signal-post A5, or before or after said west-bound train-passes said post. In passing the post A5 the west-bound train E' also passes off of block III, so that the relays G2, 63, and 64: of said block become again energized and their respective armatures I, 2, 3, 4, 5, and G are raised, as indicated in dotted lines in Fig. I0. The armature l of relay 62, block III, being raised, as indicated in dotted lines, breaks the circuit of the west-bound danger-signal 1Gb at post A5, so that when the west-bound train E' passes said post A5 said west-bound signal IGI swings to danger,7 as indicated in dotted lines in Fig. l0. In this way, it will be seen, if both trains E and E moving east and west, respectively, pass the respective relays G3, block I, and 62, block III, at substantially the same time, the westbound train E will continue to proceed, since the engineer of the train will suppose his train alone set the west-bound signal at post A5 to danger.

Let it be premised that the west-bound train E has passed off of block III and onto the eastern end of block II, as indicated in dotted lines at E2 in Fig. 10. The relays 62, 63, and G4 of block II, will then be shortcircuited and their respective armatures dropped, as indicated in dotted lines in Fig. IO. The dropping of armature I closes the break at relay 62, block II, in the circuit of the west-bound signal 16 at post A3, so as to place said signal in operative condition to swing to safety if its circuit be otherwise closed. The dropping of armature 2 of relay 62, block II, breaks the circuit of the IOO IIO

west-bound signal 16b at post A5, so that said signal swings to danger, as indicated in dotted lines in Fig. 10, this break occurring simultaneously with the break in said circuit occasioned by the raising of armature 1 of relay 62, block III, so that a westbound train following train E will receive the danger-signal at post A5 and be stopped by reason of the presence of a train in block II. The dropping' of the armature 3 breaks the circuit `of the east-bound signal 16a at post A3 and said signal swings to danger, it not already at danger, so that the east-bound train E cannot pass said post and enter block II when once the west-bound train has passed onto block II. The dropping of armature 4 closes the circuit of the east-bound signal 1Ga at post A5 and causes said signal to swing to safety The dropping of armature 5 breaks the circuit of the west-bound signal 1Gb at post A7 and causes said signal to swing to danger, as seen in dotted lines in Fig. 10, so that a west-bound train following train E' cannot pass onto the eastern end of block III. The dropping of the armature 6 breaks the circuit of the auxiliary danger-signal at post A4. As the west-bound train E2 progresses p it passes the relay 64 of block II, allowing the armature 6 to rise and close the circuit of the auxiliary signal at post A4. Next it passes the relay G3, located midway of block II, and allows the magnet of said relay to raise its armatures 4 and 5, as indicated in full lines in Fig. 10. The raising of armature 4 breaks the circuit of the east-bound signal 16:L at post A5 and causes said signal to swing to danger. The raisingof armature 5 closes the circuit of the west-bound signal 1bb at post A7 and sets said circuit in condition to be completed to set said signal to safety7 by a `following west-bound train on the block to the east of block III. The road being then clear for a block and a half to the west of post A7, the next west-bound train may enter block III. The east-bound engine in passing relay 63 closes the circuit of the east-bound signal at post A3, as above set forth, by dropping armature-lever 4 into contact with its contact-point 4, but the westbound train E2 being now on block II the circuit of said east-bound signal at post A3 is broken at relay 62, block II, by the dropping of armature 3 of said relay, and consequently said east-bound signal 16 instead of swinging to safety, as it would do were its circuit closed at relay 62, block II, remains at danger. The east-bound train E proceeds until it reaches the auxiliary-signal post A2 of block I, and at this point the said train is stopped, for the auxiliary signal 16c at post A2 will be set to danger, owing to the fact that its circuit is broken at switch 41, post A3, the east-bound signal 16 at said post being at dangen If the said east-bound signal 1Ga at post A3 were set at safety, it is evident that the auxiliary signal 16C at post A2 would likewise be set to fsafety, for its circuit would be closed at switch 41, and there being no train between it and post A3 the relay 64 would be energized, so as to hold said auxiliary signal-circuit closed at said relay 64. Consequently the east-bound train E will be stopped at signal-post A2 and the westbound train will be stopped at post A3, a quarter of a block clearance being left between the two trains. The blocks I II III will usually be a mile in length, and the space between posts A2 and A3 will be a quarter-mile, which is sufficient for stopping the two trains under all practical conditions.

In Figs. 11 and 13 I have shown an arrangement of the block-signal system especially adapted for use on short blocks at sidings, tivo. In this form of the invention the relays G3 are omitted and in lieu thereof the relays 62 are provided each with two extra armatures 7 and S, corresponding to the armatures 4 and 5 and provided with contact-points 7 t and Sf. In Figs. 11 and 13 I have also shown a siding 651. In this form of the signal system the armatures 1, 2, 3, and 6 are connected in circuits precisely similar to the circuits shown in Figs. 9 and 10 and above described. The armature 7 and its contact-point 7 are connected in the east-bound signal-circuit in precisely the same manner as the armature 4 and contact-point 4 shown in Figs. 9 and 10, and the armature S and its contact-point Sa are connected up in the west-bound circuit in precisely the same way as t-he armature 5 and its contact-point 5. The west-bound signal-circuits extend along two blocks in this arrangement, being controlled by the armature S of relay 62 of one block, say block I, for example, the armature 2 of relay 62 of block II, and the armature 1 of relay 62 of block III. Consequently the west-bound signal at the eastern end of one block will remain at danger as long as there is a train in either of the two next blocks to the west. The east-bound signal-circuits each extend alonO one block or from end to end of the block, being controlled by the armature '7 of the relay 62 at the west end of one block and also by the armature 3 of the relay 62 at the same end of the next block. The east-bound signal-circuits also control the auxiliary signal-circuits, each of which extends one-half a block beyond the signal device by which it is controlled, instead of one-quarter block, as in the preceding case.

The blocks I, Il, and III, as shown in Figs.

11 and 12, may be each one-half mile long,

in which case the distance between the posts 61 and 15, at opposite sides of which the eastbound and west-bound trains are stopped, will be a quarter of a mile, which is sufficient space to stop the trains under ordinary ciroumstances.

In Figs. 11 and 13 I have indicated in dotted lines an east-bound train E3 on the west side of post 61, block II, and a westbound train E4 in position to enter block II from the eastern end thereof, thesebeingthe IOO IIO

positions in which the said trains will be stopped by the signals, as above described, and the siding G5 extends from post G1 to post 15 of block II. lVhen the trains E3 and El are in the positions shown, it is apparentA that either train might take the siding, but if the east-bound train E3 has the right of way and the west-bound train should be late it is evident the west-bound signal at the east end of block III will 'be swung to danger by the breaking of its circuit by train E3, so that the said west-bound train will be prevented from enterin the eastern end of block III and passing onto the siding 65, Should this occur, the difficulty might be overcome by the train taking the siding, but to prevent such a fracture of orders I prefer to provide a switch 66, suitably located in block II adjacent to the signal-post G1. This switch 6G may be of any desired form, but in Fig. 14: I have shown a switch suited for the purpose, which comprises two parallel switch bars or levers 67 and G8, pivotally mounted and connected by a tie-piece 69. The bars 67 and (5S are in circuit with the circuit-wires e2 and (Z2, respectively, of the eastbound and west-bound signal-circuits at their pivoted ends, and are adapted to contact at their opposite ends with contact-points (37" and 68, in circuit, respectively, with said circuitwires e2 and d2. The bar 68 is adapted when moved to contact with a contact-piece 70, in circuit with the ground-wire CZX. In this way by moving switch 66 to the position seen in Fig. 15 the engineer of the east-bound train E3 on arriving at the siding 65 may ground the circuit of the west-bound signal at the post 15 at the east end of block III, so that said signal swings to safety and the westbound train proceeds. The circuit of the east-bound signal at post 15 at the east end of block II is simultaneously broken by the movement of the bar 67, and the said signal, together with the auxiliary signal at post 6l, block II, is held at danger,7 so that until the switch 6G has been set to its original position an d the west-bound train E'1 has passed onto the siding 65"L said east-bound train cannot proceed. This arrangement insures that after the switch 66 has been used it will be returned to its proper position.

In Fig. 15 I have shown an effective modiication of the relay 63 and other relays. In this view the relay is provided with a single armature 71, which connects by means of wires e e with the battery E and the ground, and the armature vibrates between the contact-points 71a and 71", connecting with wires d2 and c2, respectively, according as it is raised or dropped by its magnet when the same is energized or denergized, as above set forth.

Fig. 17 illustrates an attachment for putting on the air-brakes of the train in case the train should run past a danger-signal. This mechanism comprises a connecting-rod 75, provided with a slot 74 at its upper part to connect with the segmental gear above described on the signal-arm 16. At its lower end the rod 7 5 connects with one arm 76 of an elbow-lever pivoted at 77 and having its other arm connected by a rod 78 with a contact-block 79, mounted in a strong slideway S0 and extending into the path ofthe strikingarm 81 on the brake-lever S2, carried by the locomotive. IVhen the signal-arm 16 is set at danger, the rod 75 forces the rod 78 and contact-block 79 to the left and into the path of the striking-arm 81, so that when the engine runs by the danger-signal the slide or contact-block 79 actua-tes the brake-lever S2 and sets the brakes. It will be understood that this mechanism may also be made to blow or sound an alarm if desired. The connection with the segmental gear is through the slot 7l, and should the mechanism fail to assume its danger position, which it is expected to do by gravity, it will not prevent the semaphore from swinging to dangerf7 On the other hand if it sticks in its danger position it will hold the signal-arm at dangen In case of derangement the device can be readily blocked or held in its safety position and will then not interfere with the operation of the signal itself.

In Figs. 19 and 20 I have shown an arrangement of the circuits adapted for use on small blocks, more especiallyon double-track roads where it is desirable to run at a considerable speed and consequently it is necessary for the engineer to be able to distinguish the signals several blocks ahead in order to permit him to properly stop the train. In these views each track-circuit has two relay-magnets 12 and 13, as in the arrangement shown in Figs. 1 to 8, said magnets being provided with armatures 51 and 52, each having an upper and a lower contact-point, the respective lower and upper contact-points of armatures 52 being indicated by the letters 59 and GO. The armatures 5l comprise upper and lower plates 53 and 54, separated by insulating material and arranged to engage, respectively, upper and lower contactpoints 5G and 57 when the armature is raised and lowered.

Each signal-circuit in t-he arrangement shown in Figs. 19 and 20 includes a cautionsignal 17 on a post 15 at one block and a main danger-signal 1G on a post at an adjacent block, said caution and main danger signals being actuated by motors 31, and the various parts may be of the construction described above in connection with the double-track system. Each circuit comprises a groundwire l, leading to the lower contact-point 57 of the relay 13 at one end of one block, say block I, whence the current flows through the lower plate 54 of the armature 51 of said relay by way of Ewires Z' and Z2, to and through the motor 31 of the caution-signal at the opposite end of the same block or at the entrance to block II, and to the upper contactpoint 60 of relay 12 at block II, to the armature 5S of said relay, and thence by way of a IOO IIO

wire ZiE to the upper contact-point 5G of the armature of relay 13 at the entrance to block III, through the ripper plate 53 of said armature, and thence by wires Z4 and Z5 and through the motor 31 of the main dangersignal at the entrance to block III, and to a battery L, whence the current passes by a ground-wire to the earth, The lower contactpoint 59 of each relay l2 is connected by a ground-wire Z to the earth, so that when the armature 58 of the relay 12 at either block is dropped the circuit will be closed through the motor 31 of the main danger-signal 1G at the opposite end of the same block, so as to set the said signal to safety Thus it will be seen that each of the signal-circuits extends along two blocks, and each circuit is controlled by one relay in each block, and the ends of the circuits overlap each other, so that two circuits extend along each block and are simultaneously actuated by each train.

The operation is, as follows; A train passing along the track, as indicated at L in Fig. 20, will short-circuit the relays 12 and 13 of block II, so as to drop the respective armatures thereof into Contact with their respective lower contact-points 50 and 57, so that the current will flow from wire Z to contactpoint 57, thence through the lower plate 54 of armature 51 to wires Z Z2, motor 31 of the caution-signal 17 at the opposite end of block II or the entrance to block III, and to the upper contact-point GO of relay 12 at the entrance to block III. There being no train on block III, the armature 5S of relay 12 at the entrance thereto will be held raised into contact with the upper contact-point 6G, so that the current will ow through said armature and by way of wire Z3 to the upper contact-- point 56 of relay 13 at the entrance to block IV. There being no train on block IV, the armature 51 ofrelay 13 at the entrance thereto l will likewise be raised with its upper plate 53 in contact with its upper contact-point 5b', so that the current will iow by way of wires Z4 and Z5 through the motor 31 of the main danger-signal 16 at the entrance to block IV and thence to the battery L and to the ground. In this way, if there be no train on blocks III and IV, the engineer of train Ll can see that the t-rack is clear for at least two blocks in advance; but should a train be on said blocks, as indicated at L2 on block IV in Fig. 20, the armatures of relays 12 and 13 at the entrance to block IV will be dropped, so as to break the circuit connection of the main danger-signal 1G at the entrance to block IV, and likewise of the caution-signal 17 at the entrance to block III, so that the engineer may read the danger-signal two blocks in advance and have suflicient time in which to stop his train. The entry of train L into block II also drops the armature 5S of relay 2 at the entrance to said block into contact with the lower contact-point 59, so that the current also iows from the earth by way of wire Z6 to said armature 58, thence through wire Z3 to the upper contactpoint 56 of relay 12 at the entrance to block III. There being no train on block III the upper plate 53 of the armature of said relay will be in contact with said contact-point 5U, so that'the current will iiow through said armature and by way of wires Z4 and Z5 to the motor 3l of the main danger-signal 1G at the entrance to block III, and through the battery L to the ground, said main danger e signal being thereby .set to safety, so that the engineer of train L will see that block III is clear. In this manner the signals are set two blocks ahead by a train, the caution and danger signals being in the same circuit and simultaneouslyoperated, so that the switch 41 is dispensed with, and all with the same amount of wiring as in the arrangement above described.

From the foregoing description it will be understood how the signals are operated and automatically set to danger,7 and it will be clearly seen that the circuits may be changed to a great extent without affecting the principles and operation of the invention. It will also be understood that the auxiliary signal and its circuits described and shown applied for use on the single-track system may be used equally well on thedoublatrack system and that the relays in both the single and double track systems may be used to ring bells or work other alarms.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. The combination, with the signal-post, of the semaphore-arm having a knife-edge bearing thereon, a toothed segment connected with the arm to swingit to danger,7 and operating mechanism geared to the segment, substantially as described.

2. The combination, with the signal-arm,

the segmental gear connected thereto, the motor having a gear-and-screw connection with the segmental gear, means for breaking the gear connection between the motor and segmental gear, and a stop to limit the movement of the segmental gear and arm, substantially as described.

3. The combination, with the signal-arm and the segmental gear secured to the arm, of the motor beneath the segmental gear, the screw geared to the motor and held to engage the segmental gear,and electrically-operated mechanism for raising and lowering the screw, substantially as described.

4. The combination, with the signal-arm, the segmental gear connected thereto, the motor geared to the segmental gear, a second motor and a signal-arm operated by the second motor, and a switch Operated by the movement of the first segmental gear to switch the current through the second motor, substantially as described.

5. The combination, with the signal-arm, the segmental gear for turning it and the motor operatively connected with the gear, of a second arm and motor, a switch comprising ICO IIO

separable con ducting-arms adapted when connected to close the circuit through the second motor, and means for pressing the arms together by the movement of thel segmental gear, substantially as described. Y

G. The combination, with the signal-arm, the segmental gear connected with the arm, the screw movable into and out of engagement with the gear, the curved rib on the gear, and the pawl movable with the screw and adapted to engage the rib, substantially as described.

7. The combination, of a signal-arm, gearing connected to and adapted to operate the arm, a sliding contact-block on the track, a lever connected to the contact-block, and a rod connected to the lever and having' a slotted connection with the signal-arm, substam tially as set forth.

S. In a block-signal system, the combination, of a signal, a motor, gearing for operating the signal from the motor, an electric circuit including a generator, means actuated by a passing train for controlling said circuit, and means actuated by the breaking of the circuit for maintaining said gearing out of operation until the signal has returned to its normal position, substantially as specified.

9. The combination of a support, a signal mounted thereon and having a shaft, a gear on said shaft, a screw-shaft pivoted adjacent to said gear with its screw meshing therewith, a motor geared to the screw-shaft, an electromagnet having an armature connected to the screw-shaft and adapted when attracted to said magnet to hold the screwshaft in engagement with said gear, and means for actu ating said motor and electromagnet, substantially as set forth.

10. The combination of a support having a bearing, a signal-arm having a flattened shaft mounted to rock in said bearing, a gear secured to said shaft, a screw-shaft pivotally mounted adjacent to said gear and meshing therewith, a motor adapted to drive said screw-shaft, an electromagnet having an armature connected to the screwshaft and adapted when attracted to said magnet to hold the screw-shaft and gear in engagement, and means for actuating said motor and electromagnet, substantially as set forth.

ll. The combination of a support, a signal thereon, a motor for actuating the signal, gearing between the motor and the signal and comprising two members, one of which is movable, a signal-circuit including the said motor and also an electromagnet, an armature operated by said magnet and connected to and adapted to operate the movable member of the gearing, and a switch controlled by the movement of the signal and arranged to throw the motor out of circuit when the signal moves to safety, substantially as set forth.

l2. A block-signal system, comprising a series of blocks, one of which has a siding, track-circuits for the blocks each having a relay, signal-circuits controlled by the relay of the block having the siding, signaling mechanism for the block having the siding and adapted to be set to signal to trains passing in opposite directions, said signaling mechanism being controlled by the respective signal-circuits of the block having the siding, and a switch located ontheblock having the siding and adapted to control the respective signal-circuits, substantially as set forth.

13. A block-signal system having blocks, each having a track-circuit extending along it and having a generator at one end of the block, the track-rails forming the conductors of said track-circuit, and being connected at the end of the block opposite to the generator, relays having their coils included in said track-circuit at different distances, respectively, from the generator and arranged to be successively' short-circuited by a train passing along said block from the end opposite the generator toward said generator and to be simultaneously short-circuited by a train passing along said block in the opposite direction, and signaling mechanism having circuits controlled by the respective relays, substantially as set forth.-

14. A block-signal system having blocks each having a track-circuit extending along it and including a generator at one end of the block, and having a relay adjacent to the end of the block opposite the generator and a second intermediate relay between said firstmentioned relay and the generator, said relays being arranged to be successively shortcircuited by a train passing along the block, signaling mechanism, and signal-circuits for said signa-ling mechanism including generators, each such signal-circuit extending from and controlled by the relay at the end of one block, to and being also controlled by the similar relay of the next block, and thence to and being also controlled by the intermediate relay of thenext succeeding block, substantially as set forth.

15. A block-signal system having blocks each having a track-circuit extending along it and including a generator at one end of the block, a relay adjacent to the end of the block opposite to said generator and a second intermediate relay between the first-mentioned relay and the generator, said relays being arranged to be successively short-circuited by a train passing along the block, signaling mechanism and signal-circuits therefor including generators, each such signal-circuit extending from and controlled by the relay at the end of one block, to and being also controlled by the intermediate relay of an adjacent block, substantially as set forth.

1G. A bl0ck-signal system having blocks each having a track-circuit extending along it and including a generator at one end of the block, a relay adjacent to the end of the block opposite the generator and two intermediate relays at different points, between the firstmentioned relay and the generator, said re- IOO IIO

lays being arranged to be successively shortcircuited by a train passing along the track,

l main signaling mechanism having signal-circuits each extending from and cont-rolled by 5 the relay at the end of one block to and being also controlled by one of the intermediate relays of an adjacent block, and auxiliary signaling mechanism having auxiliary signalcircuits each controlled by the main signaling 1o mechanism of one block and extending to and controlled by the other intermediate relay of the same block, substantially as set forth.

17. The combination of a support, a signal thereon, a motor for actuating the signal, gearing between the motor and signal and comprising two members, one of which is movable, a signal-circuit including said motor and also an electromagnet and ,an armature operated by said magnet and connected to and zo adapted to actuate the movable member of the gearing and means for throwing said motor out of operation while maintaining the signalcircuit closed, substantially as set forth.

18. The combination, of a support, a signal thereon, a motor to actuate the signal, gearing between the motor and signal and comprising two members, one of which is movsignal for throwing the motor out of operation while maintaining the signalcircuit closed, substantially as set forth.

19. A block system, having blocks each provided with two sets of signaling mechanism for trains passing in opposite directions along the block, a signal-circuit for each signaling mechanism on each block, the signalcircuits having their ends overlapped, and a track-circuit on each block having a generator at one end of the block and relays located along said block at different distances from the generator and adapted to be successively short-circuited through the axles of a train passing along the block, said relays being arranged to control the respective signal-circuits of the blocks wherein they are located, substantially as set forth.

JOSEPH EDWARD DONBAVAN D.

Vit-nesses:

SAMUEL L. MAUL, CHARLES C. MOORE. 

